JP2004299427A - Vehicle travel controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle travel controller controlling traveling in accordance with intention of a driver. <P>SOLUTION: The vehicle travel controller has a traveling condition detecting means detecting the traveling condition of an own vehicle, a control execution judging means judging whether fixed speed travel control in which the own vehicle travels at a target vehicle speed or inter-vehicle following control in which the own vehicle follows a precedent vehicle while keeping a target inter-vehicle distance can be executed or not on the basis of the traveling condition, and an acceleration pedal operation condition detecting means detecting the operation amount of an acceleration pedal and a time for which the operation of the acceleration pedal is continued after the acceleration pedal is stepped in (hereinafter, acceleration pedal operation continuing time). This vehicle travel controller further has a travel control executing means, and when the control execution judging means judges that the fixed speed travel control or the inter-vehicle following control can be executed, the travel control executing means starts the fixed speed travel control or the inter-vehicle following control on the basis of the acceleration pedal operation amount and the acceleration pedal operation continuing time which are detected by the acceleration pedal operation condition detecting means. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【００１７】
制御実行可能判断部５１は、車間距離センサ１０および車速センサ２０から入力される信号に基づいて、自車両の走行状態が上記制御条件を満たすか否かを判断し、定速走行制御または車間追従制御が実行可能であるかを判断する。なお、制御実行可能判断部５１は、運転者によってメインスイッチ４０がオン操作された状態で、自車両の走行状態がＡ−１〜Ｂ−１の制御条件を満たす場合に、定速走行制御または車間追従制御が実行可能であると判断する。
【００１８】
コントローラ５０は、アクセルペダル操作状態検出部５２において、アクセルペダルストロークセンサ３０からの信号に基づいて運転者による特定のアクセルペダル操作が検出されたか否かを判定する。制御実行可能判断部５１において定速走行制御または車間追従制御が実行可能であると判断された場合に、アクセルペダル操作状態検出部５２において運転者による特定のアクセルペダル操作が検出されると、定速走行制御または車間追従制御を開始する。定速走行制御・車間追従制御実行部５３は、予め設定された目標車速または予め設定された目標車間距離を実現するような指令をスロットルアクチュエータ６０およびブレーキアクチュエータ７０に出力し、定速走行制御または車間追従制御を実行する。
【００１９】
以下に、定速走行制御または車間追従制御を開始するための運転者による特定のアクセルペダル操作について詳細に説明する。ここで、アクセルペダルが解除された状態、すなわちオフ状態からアクセルペダルを短時間だけ軽く踏み込んで、再びアクセルペダルをオフにする操作（以降、チョイ踏み操作とする）を、特定のアクセルペダル操作とする。第１の実施の形態においては、アクセルペダル操作量Ｓとアクセルペダルの操作継続時間Ｔとから特定のアクセルペダル操作を定義する。
【００２０】
第１の実施の形態においては、チョイ踏み操作を定義するためのアクセルペダルの操作範囲を、運転者が実際にチョイ踏み操作を行った場合のアクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔに基づいて、人間工学の観点から適切に設定する。図３に、チョイ踏み操作の実験データに基づくアクセルペダル操作量Ｓの累積頻度分布を示し、図４に、チョイ踏み操作の実験データに基づくアクセルペダル操作継続時間Ｔの累積頻度分布を示す。
【００２１】
図３に示すように、アクセルペダル操作量Ｓの２．５％Ｔｉｌｅ値を最小値Ｓ１とし、９７．５％Ｔｉｌｅ値を最大値Ｓ２とする。また、図４に示すように、アクセルペダル操作継続時間Ｔの２．５％Ｔｉｌｅ値を最小値Ｔ１とし、９７．５％Ｔｉｌｅ値を最大値Ｔ２とする
【００２２】
アクセルペダル操作状態検出部５２は、アクセルペダルストロークセンサ３０によって検出されるアクセルペダル操作量Ｓが所定範囲内、すなわちＳ１≦Ｓ≦Ｓ２、かつ、アクセルペダルの操作継続時間Ｔが所定範囲内、すなわちＴ１≦Ｔ≦Ｔ２の場合に、チョイ踏み操作が行われたと判断する。すなわち、実験データに基づいて、統計的に９５％Ｔｉｌｅの運転者がチョイ踏み操作を行った場合のアクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔを用いて、チョイ踏み操作が行われたか否かを判断する。なお、アクセルペダル操作継続時間Ｔの最小値Ｔ１は、例えば０．１秒、最大値Ｔ２は、例えば０．３秒とする。
【００２３】
つぎに、第１の実施の形態による車両走行制御装置１の動作を、図５を用いて説明する。図５は、車両走行制御装置１のコントローラ５０で実行される制御処理の処理手順を示すフローチャートである。
【００２４】
ステップＳ１０１では、メインスイッチ４０がオン操作されたか否かを判定する。ステップＳ１０１が肯定判定されると、ステップＳ１０２へ進む。ステップＳ１０２では、自車両の走行状態を読み込む。具体的には、車間距離センサ１０，車速センサ２０およびアクセルペダルストロークセンサ３０によって検出される自車速Ｖ、自車両と先行車両との車間距離Ｄおよびアクセルペダル操作量Ｓを読み込む。
【００２５】
ステップＳ１０３では、ステップＳ１０２で読み込んだ自車速Ｖおよび車間距離Ｄに基づいて、自車両の走行状態が定速走行制御または車間追従制御を実行するための制御条件を満たしているか否かを判定する。自車両の走行状態が上述したＡ−１，Ａ−２，Ｂ−１のいずれかの制御条件を満たす場合は、ステップＳ１０４へ進む。
【００２６】
ステップＳ１０４では、ステップＳ１０２で読み込んだアクセルペダル操作量Ｓに基づいて、アクセルペダル操作量Ｓが実質的に０を上回り、アクセルペダルが操作されているかを判定する。ステップＳ１０４が肯定判定されると、ステップＳ１０５へ進む。なお、ステップＳ１０４では、アクセルペダルがオフの状態から踏み込まれた場合、アクセルペダル操作が開始された時点でのアクセルペダル操作継続時間Ｔ＝０に設定し、アクセルペダル操作が継続されている場合は、アクセルペダル操作継続時間Ｔを計測する。
【００２７】
ステップＳ１０５では、アクセルペダル操作継続時間Ｔが上述したように設定した最小値Ｔ１以上であるか否かを判定する。ステップＳ１０５が肯定判定されると、ステップＳ１０６へ進む。ステップＳ１０６では、アクセルペダル操作継続時間Ｔが最小値Ｔ１以上となってからのアクセルペダル操作量Ｓの最大値Ｓ０を検出する。ステップＳ１０７では、アクセルペダルの操作が継続されているか否か、すなわちアクセルペダル操作量Ｓが０以外であるか否かを判定する。ステップＳ１０７が肯定判定され、アクセルペダルがまだ操作されている場合は、ステップＳ１０８へ進む。
【００２８】
ステップＳ１０８では、アクセルペダル操作継続時間Ｔが最大値Ｔ２を上回るか否かを判定する。ステップＳ１０８が肯定判定され、アクセルペダルが所定時間Ｔ２を超えて継続して操作された場合は、ステップＳ１０１へ戻る。ステップＳ１０８が否定判定されると、ステップＳ１０６へ戻る。
【００２９】
一方、ステップＳ１０７が否定判定され、アクセルペダル操作が所定時間Ｔ２以下で解除されると、ステップＳ１０９へ進む。ステップＳ１０９では、ステップＳ１０６で算出した所定時間範囲内（Ｔ１≦Ｔ≦Ｔ２）での最大アクセルペダル操作量Ｓ０と、アクセルペダル操作量Ｓの最小値Ｓ１および最大値Ｓ２とを比較する。最大アクセルペダル操作量Ｓ０が所定範囲内（Ｓ１≦Ｓ０≦Ｓ２）である場合は、アクセルペダルが所定の操作範囲内だけ操作され、アクセルペダルのチョイ踏み操作が行われたと判断し、ステップＳ１１０へ進む。
【００３０】
ステップＳ１１０では、アクセルペダルのチョイ踏み操作に応じて定速走行制御または車間追従制御を開始する。このとき、スピーカ８０および表示モニタ９０により「制御が開始されました」という音声ガイダンスおよび表示を行い、走行制御の開始を運転者に報知する。これにより、今回の処理を終了する。なお、ステップＳ１０１，Ｓ１０３，Ｓ１０４，Ｓ１０５またはＳ１０９が否定判定されると、ステップＳ１０１へ戻る。
【００３１】
この処理は、定速走行制御または車間追従制御が開始されるまでは一定周期、例えば１００ｍｓｅｃ毎に繰り返し実行される。定速走行制御または車間追従制御の開始後は、メインスイッチ４０のオフ操作等によって走行制御が解除されると、再びステップＳ１０１から処理を開始する。
【００３２】
次に、図６（ａ）〜図８（ｃ）を用いて、第１の実施の形態による車両走行制御装置１の作用を説明する。図６（ａ）〜（ｃ）は、（Ａ−１）高速域における車間追従制御の具体的な走行状況を示す図、図７（ａ）〜（ｃ）は、（Ａ−２）高速域における定速走行制御の具体的な走行状況を示す図、および図８（ａ）〜（ｃ）は、（Ｂ−１）渋滞路における車間追従制御の具体的な走行状況を示す図である。
【００３３】
まず、（Ａ−１）高速域における車間追従制御においてどのように制御を開始するかについて、図６（ａ）〜（ｃ）を用いて説明する。なお、走行制御を行うためのメインスイッチ４０はオン操作されているとする。図６（ａ）に示すように、車両走行制御装置１による走行制御が行われていない状態で、車速変化の激しい渋滞状態から渋滞が解消した場合、先行車が加速し、自車両もアクセルペダル操作により加速して先行車に追従する。
【００３４】
図６（ｂ）に示すように、先行車が所定範囲内の車速、例えば９０ｋｍ／ｈまで加速して安定走行を開始すると、図６（ｃ）に示すように、運転者はアクセルペダルのチョイ踏み操作を行って、車両走行制御装置１による車間追従制御を開始させる。車間追従制御の開始後は、予め設定した目標車間距離を保って走行するように自車速Ｖが制御される。
【００３５】
（Ａ−２）高速域における定速走行制御においてどのように制御を開始するかについて、図７（ａ）〜（ｃ）を用いて説明する。なお、走行制御を行うためのメインスイッチ４０はオン操作されているとする。図７（ａ）に示すように、車両走行制御装置１による走行制御が行われていない状態で、車速変化の激しい渋滞状態から渋滞が解消した場合、先行車が加速し、自車両もアクセルペダル操作により加速する。
【００３６】
図７（ｂ）に示すように、先行車が遠方あるいは隣接車線に離脱して自車両前方に先行車両が存在しなくなった場合、図７（ｃ）に示すように、運転者は所定速度、例えば１００ｋｍ／ｈまで加速すると、定速走行を行うためにアクセルペダルのチョイ踏み操作を行って、車両走行制御装置１による定速走行制御を開始させる。定速走行制御の開始後は、予め設定した目標車速を保って走行するように自車速Ｖが制御される。
【００３７】
つぎに、（Ｂ−１）渋滞路における車間追従制御においてどのように制御を開始するかについて、図８（ａ）〜（ｃ）を用いて説明する。なお、走行制御を行うためのメインスイッチ４０はオン操作されているとする。図８（ａ）に示すように、車両走行制御装置１による走行制御が行われていない状態で、車速変化の激しい渋滞路を走行中に、自車両の直近の先行車両が隣接車線に車線変更を行い、直近の先行車両が存在しなくなった。
【００３８】
図８（ｂ）に示すように、直近の先行車両が存在しなくなったため、自車両は、前方の車両との車間距離を詰めるためにアクセルペダル操作により加速する。図８（ｃ）に示すように、自車両が前方の車両に追いつき、自車速が安定すると、運転者はアクセルペダルのチョイ踏み操作を行って、車両走行制御装置１による車間追従制御を開始させる。車間追従制御の開始後は、予め設定した目標車間距離を保って走行するように自車速Ｖが制御される。
【００３９】
このように、以上説明した第１の実施の形態においては以下のような作用効果を奏することができる。
（１）コントローラ５０の制御実行可能判断部５１は、自車両の走行状況に基づいて定速走行制御または車間追従制御を実行可能であるかを判断する。アクセルペダル操作状態検出部５２は、アクセルペダル操作量Ｓ、およびアクセルペダルが一旦オフされた後、再度踏み込まれてからその操作が継続した時間Ｔを検出する。定速走行制御・車間追従制御実行部５３は、制御実行可能判断部５１によって定速走行制御または車間追従制御が実行可能であると判断された場合に、アクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔに基づいて、スロットルアクチュエータ６０およびブレーキアクチュエータ７０を制御して定速走行制御または車間追従制御を開始する。これにより、定速走行制御および車間追従制御を同様なアクセルペダル操作によって開始させることができるので、運転者にとってわかりやすい走行制御を行うことができる。アクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔに基づいて走行制御を開始するので、運転者の意図に応じた走行制御を行うことができる。
（２）定速走行制御・車間追従制御実行部５３は、自車両の走行状況がＡ−１〜Ｂ−１の制御条件を満たし、アクセルペダル操作量Ｓが所定範囲内、かつアクセルペダル操作継続時間Ｔが所定範囲内の場合に、定速走行制御または車間追従制御を開始する。これにより、運転者の意図に応じた走行制御を行うことができる。
（３）アクセルペダル操作量Ｓの最小値Ｓ１および最大値Ｓ２を、アクセルペダルをチョイ踏み操作した場合のアクセルペダル操作量Ｓの累積頻度分布を用いて設定する。また、アクセルペダル操作継続時間Ｔの最小値Ｔ１および最大値Ｔ２を、アクセルペダルをチョイ踏み操作した場合のアクセルペダル操作継続時間Ｔの累積頻度分布を用いて設定する。具体的には、図３および図４に示すように、統計的に９５％Ｔｉｌｅの運転者がチョイ踏み操作を行った場合のアクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔに基づいて、チョイ踏み操作を規定する。これにより、運転者にとって容易かつ短時間の操作で走行制御を開始させることができるとともに、安定的に走行制御を開始させることができる。また、アクセルペダルのチョイ踏み操作によって自車両の運転状態に大きな影響を与えることがないので、スムーズに走行制御を開始することができる。
（４）制御実行可能判断部５１は、メインスイッチ４０がオン操作された状態で、車間距離センサ１０によって検出される前方車両と自車両との車間距離Ｄおよび車速センサ２０によって検出される自車速Ｖに基づいて、定速走行制御または車間追従制御が実行可能であるかを判断する。具体的には、Ａ−１〜Ｂ−１の制御条件を満たす場合に、定速走行制御または車間追従制御のいずれかが実行可能であると判断する。これにより、自車両の走行状況に応じた走行制御を判断し、運転者の意図に応じた走行制御を行うことができる。
（５）定速走行制御・車間追従制御実行部５３によって定速走行制御または車間追従制御が開始されると、スピーカ８０および表示モニタ９０によって走行制御が開始されることを運転者に報知する。これにより、運転者に走行制御の開始を確実に認識させることができる。
【００４０】
《第２の実施の形態》
本発明の第２の実施の形態による車両走行制御置について、図面を用いて説明する。図９は、第２の実施の形態による車両走行制御装置２の構成を示す図である。図９において、図１に示す第１の実施の形態と同様の機能を有する箇所には同一の符号を付している。ここでは、第１の実施の形態との相違点を主に説明する。
【００４１】
図９に示すように、ブレーキペダルスイッチ３５は、ブレーキペダルの操作の有無を検出し、検出した信号をコントローラ５０Ａへ出力する。
【００４２】
第２の実施の形態においては、運転者が間違ってアクセルペダルのチョイ踏み操作を行った場合に、車両走行制御装置２による走行制御を行わないようにする。以下に、第２の実施の形態による車両走行制御装置２の動作を、図１０を用いて説明する。図１０は、車両走行制御装置２のコントローラ５０Ａで実行される制御処理の処理手順を示すフローチャートである。
【００４３】
ステップＳ２０１〜Ｓ２０９での処理は、第１の実施の形態における図５のフローチャートのステップＳ１０１〜Ｓ１０９での処理と同様である。ステップＳ２０９が肯定判定され、アクセルペダルのチョイ踏み操作が行われた場合は、ステップＳ２１０へ進む。
【００４４】
ステップＳ２１０では、ステップＳ２０９が肯定判定され、自車両の走行条件が走行制御の制御条件を満たすとともにアクセルペダルのチョイ踏み操作が完了したタイミングを、Ｔ＝Ｔαとして設定する。ここで、符号ＴはステップＳ２０４でアクセルペダル操作が開始されたと判定されてからの経過時間を示している。アクセルペダル操作は既にオフされているが、チョイ踏み操作を検出するために用いたアクセルペダル操作継続時間Ｔを、そのまま経過時間Ｔとして用いることができる。
【００４５】
ステップＳ２１１では、ブレーキペダルスイッチ３５からの信号に基づいて、ブレーキ操作が行われたか否かを判定する。ステップＳ２１１が否定判定され、ブレーキ操作が検出されない場合は、ステップＳ２１２へ進む。ステップＳ２１２では、チョイ踏み操作のためのアクセルペダル操作が開始されてからの経過時間Ｔが、所定時間（Ｔα＋Ｔｄ）以上であるか否かを判定する。ここで、所定時間（Ｔα＋Ｔｄ）は、チョイ踏み操作を完了した時間Ｔ＝Ｔαにブレーキ移行時間Ｔｄを加算した値である。ブレーキ移行時間Ｔｄは、誤ってアクセルペダルのチョイ踏み操作を行った場合に、運転者が修正のブレーキ操作を行うまでに必要とする時間を示している。
【００４６】
ステップＳ２１２が否定判定されると、ステップＳ２１１へ戻り、アクセルペダル操作が開始されてからの経過時間Ｔが所定時間（Ｔα＋Ｔｄ）以上となるまで、ブレーキ操作の有無を判定する。一方、ステップＳ２１２が肯定判定され、ブレーキ操作が行われないまま所定時間（Ｔα＋Ｔｄ）以上経過すると、ステップＳ２１３へ進み、定速走行制御または車間追従制御を開始する。このとき、スピーカ８０および表示モニタ９０により走行制御の開始を運転者に報知する。
【００４７】
一方、ステップＳ２１１が肯定判定され、アクセルペダル操作が開始されてから所定時間（Ｔα＋Ｔｄ）だけ経過する前にブレーキ操作が行われた場合は、アクセルペダルのチョイ踏み操作が運転者による誤操作であったと判断して、定速走行制御および車間追従制御は行わずにこの処理を終了する。
【００４８】
このように、以上説明した第２の実施の形態においては、つぎのような作用効果を奏することができる。
定速走行制御・車間追従制御実行部５３は、制御実行可能判断部５１によって定速走行制御または車間追従制御が実行可能であると判断され、アクセルペダル操作量Ｓが所定範囲内、かつアクセルペダル操作継続時間Ｔが所定範囲内の状態で、チョイ踏み操作のためにアクセルペダルが踏み込まれてから所定時間（Ｔ＋Ｔｄ）の間、すなわちチョイ踏み操作が完了してアクセルペダル操作が解除されてから所定時間Ｔｄの間にブレーキ操作が行われない場合に、定速走行制御または車間追従制御を開始する。例えば運転者が誤ってアクセルペダルを踏み込んでチョイ踏み操作を行ってしまった場合、所定時間内にブレーキペダル操作が検出されると走行制御が開始されない。これにより、運転者の意図しない走行制御の開始をストップすることができる。
【００４９】
《第３の実施の形態》
本発明の第３の実施の形態による車両走行制御置について、図面を用いて説明する。第３の実施の形態における車両走行制御装置の構成は、図１に示す第１の実施の形態と同様である。ここでは、第１の実施の形態との相違点を主に説明する。
【００５０】
第３の実施の形態においては、アクセルペダルのチョイ踏み操作が開始される直前の自車速Ｖｘを、定速走行制御または車間追従制御における目標車速Ｖｔとして設定する。以下に、第３の実施の形態による車両走行制御装置１の動作を、図１１を用いて説明する。図１１は、第３の実施の形態による車両走行制御装置１のコントローラ５０で実行される制御処理の処理手順を示すフローチャートである。
【００５１】
ステップＳ３０１では、メインスイッチ４０がオン操作されたか否かを判定する。ステップＳ３０１が肯定判定されると、ステップＳ３０２へ進む。ステップＳ３０２では、自車両の走行状態、具体的には、自車速Ｖ、自車両と先行車両との車間距離Ｄおよびアクセルペダル操作量Ｓを読み込む。
【００５２】
ステップＳ３０３では、ステップＳ３０２で読み込んだ自車速Ｖおよび車間距離Ｄに基づいて、自車両の走行状態が定速走行制御または車間追従制御を実行するための制御条件を満たしているか否かを判定する。ステップＳ３０３が肯定判定されると、ステップＳ３０４へ進む。
【００５３】
ステップＳ３０４では、ステップＳ３０２で読み込んだアクセルペダル操作量Ｓに基づいて、アクセルペダル操作量Ｓが実質的に０であり、アクセルペダル操作が解除されているか否かを判定する。ステップＳ３０４が肯定判定されると、ステップＳ３０５へ進む。ステップＳ３０５では、アクセルペダル操作がオフとなった時点での自車速Ｖ＝Ｖｘをコントローラ５０のメモリに記憶する。
【００５４】
つづくステップＳ３０６では、ステップＳ３０４でアクセルペダルが一旦オフされた後に、再び操作されたか否かを判定する。アクセルペダル操作量Ｓが実質的に０を上回り、アクセルペダルが操作されている場合は、ステップＳ３０７へ進む。また、ステップＳ３０６では、アクセルペダルがオフの状態から踏み込まれた場合、アクセルペダル操作が開始された時点でのアクセルペダル操作継続時間Ｔ＝０に設定し、アクセルペダル操作が継続されている場合は、アクセルペダル操作継続時間Ｔを計測する。
【００５５】
ステップＳ３０７では、アクセルペダル操作継続時間Ｔが最小値Ｔ１以上であるか否かを判定する。ステップＳ３０７が肯定判定されると、ステップＳ３０８へ進み、ステップＳ３０７が否定判定されると、ステップＳ３０６へ戻る。ステップＳ３０８では、アクセルペダル操作時間Ｔが最小値Ｔ１以上となってからのアクセルペダル操作量Ｓの最大値Ｓ０を検出する。ステップＳ３０９では、アクセルペダルの操作が継続されているか否か、すなわちアクセルペダル操作量Ｓが０以外であるか否かを判定する。ステップＳ３０９が肯定判定されると、ステップＳ３１０へ進む。
【００５６】
ステップＳ３１０では、アクセルペダル操作継続時間Ｔが最大値Ｔ２を上回るか否かを判定する。ステップＳ３１０が肯定判定されると、ステップＳ３０１へ戻り、ステップＳ３１０が否定判定されると、ステップＳ３０８へ戻る。
【００５７】
一方、ステップＳ３０９が否定判定され、アクセルペダル操作が所定時間Ｔ２以下で解除されると、ステップＳ３１１へ進む。ステップＳ３１１では、ステップＳ３０８で算出した所定時間範囲内（Ｔ１≦Ｔ≦Ｔ２）での最大アクセルペダル操作量Ｓ０が、所定範囲内（Ｓ１≦Ｓ０≦Ｓ２）であるか否かを判定する。ステップＳ３１１が肯定判定されると、アクセルペダルのチョイ踏み操作が行われたと判断し、ステップＳ３１２へ進む。ステップＳ３１１が否定判定されると、ステップＳ３０１へ戻る。
【００５８】
ステップＳ３１２では、ステップＳ３０５でメモリに記憶したアクセルペダルのチョイ踏み操作直前の自車速Ｖｘを、目標車速Ｖｔとして設定する。ステップＳ３１３では、ステップ３１２で設定した目標車速Ｖｔ＝Ｖｘを用いて、定速走行制御または車間追従制御を行う。このとき、スピーカ８０および表示モニタ９０により走行制御の開始を運転者に報知する。これにより、今回の処理を終了する。
【００５９】
このように、以上説明した第３の実施の形態においては、つぎのような作用効果を奏することができる。
アクセルペダルのチョイ踏み操作が開始される直前の、アクセルペダルが一旦解放された時点での自車速Ｖを、定速走行制御の目標車速Ｖｔとして設定する。例えば運転者がアクセルペダルを踏み込んで加速し、自車速Ｖを調整した状態でチョイ踏み操作を行って定速走行制御を開始させる場合、チョイ踏み操作によって自車速が若干低下する可能性があるが、チョイ踏み操作直前の自車速Ｖを目標車速Ｖｔとして設定することにより、運転者の感覚にあった走行制御を行うことができる。
【００６０】
なお、アクセルペダルのチョイ踏み操作が開始される直前の前方車両との車間距離Ｄを目標車間距離Ｄｔとして設定し、設定した目標車間距離Ｄｔに従って車間追従制御を行うこともできる。
【００６１】
《第４の実施の形態》
本発明の第４の実施の形態による車両走行制御置について、図面を用いて説明する。第４の実施の形態における車両走行制御装置の構成は、図１に示す第１の実施の形態と同様である。ここでは、第１の実施の形態との相違点を主に説明する。
【００６２】
第４の実施の形態においては、定速走行制御または車間追従制御の開始を指示するためのアクセルペダルのチョイ踏み操作を、自車両の運転状態に大きな影響を与えないように適切に定義する。コントローラ５０は、自車速Ｖに大きな変化を与えないようなアクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔを設定し、運転者によるアクセルペダル操作がチョイ踏み操作か否かを判断する。
【００６３】
具体的には、チョイ踏み操作時のアクセルペダル操作量Ｓによるエンジン回転数が、チョイ踏み操作前の自車速Ｖに対応するエンジン回転数を超えないようにアクセルペダル操作量Ｓを設定することで、アクセルペダルをチョイ踏み操作する前後で大きな車速変化が生じないようにする。
【００６４】
コントローラ５０は、車速センサ２０で検出されるチョイ踏み操作直前の自車速Ｖから、以下の（式１）を用いてエンジン回転数を算出する。
【数１】
Ｖ＝０．０６π×Ｄ×Ｒ／（Ｆ１×Ｆ２） （式１）
ここで、Ｖ：自車速、Ｄ：タイヤ有効直径、Ｒ：エンジン回転数、Ｆ１：トランスミッションのギヤ比、Ｆ２：ファイナルギヤ比である。
【００６５】
コントローラ５０は、（式１）を用いて算出したエンジン回転数Ｒを、チョイ踏み操作を行う際の目標エンジン回転数Ｒｔとして設定する。図１２に、自車速Ｖに対するギヤ比毎の目標エンジン回転数Ｒｔの特性を示す。図１３に、アクセルペダル操作量Ｓに対するエンジン回転数Ｒの特性の一例を示す。コントローラ５０は、図１３の特性に従って、目標エンジン回転数Ｒｔに対応するアクセルペダル操作量Ｓを算出し、算出したアクセルペダル操作量Ｓをアクセルペダルのチョイ踏み操作を規定するための最大値Ｓ２として設定する。
【００６６】
なお、アクセルペダルをチョイ踏み操作した場合のエンジン回転数が目標エンジン回転数Ｒｔ以下の場合、チョイ踏み操作による車速変化はほとんど生じないので、アクセルペダル操作継続時間Ｔの最小値Ｔ１および最大値Ｔ２を設定する必要はない。また、アクセルペダル操作量Ｓの最小値Ｓ１は、例えば第１の実施の形態で用いた実験値に基づく値を用いることができる。
【００６７】
コントローラ５０は、アクセルペダルが一旦オフされてから最小値Ｓ１以上かつ最大値Ｓ２以下の範囲でアクセルペダルが踏み込まれると、チョイ踏み操作が行われたと判断する。
【００６８】
このように、以上説明した第４の実施の形態においては、以下のような作用効果を奏することができる。
（１）チョイ踏み操作を規定するアクセルペダル操作量Ｓの所定範囲と、アクセルペダル操作継続時間Ｔの所定範囲を、自車両の車速変化を抑制するような範囲に設定する。これにより、チョイ踏み操作によって自車両の運転状態は大きな影響を受けないため、スムーズに定速走行制御または車間追従制御を開始することができる。
（２）チョイ踏み操作を開始する直前の自車速Ｖに基づいて目標エンジン回転数Ｒｔを設定し、アクセルペダル操作量Ｓの最大値Ｓ２に対応するエンジン回転数が目標エンジン回転数を超えないように最大値Ｓ２を設定する。これにより、チョイ踏み操作の前後でエンジン回転数が大きく変動することがなく、自車速Ｖの変動を抑制することができる。
【００６９】
−第４の実施の形態の変形例１−
チョイ踏み操作を規定するためのアクセルペダル操作量Ｓの最大値Ｓ２を設定するために、車速に応じた目標エンジン回転数Ｒｔを予め設定しておくこともできる。具体的には、チョイ踏み操作を行う直前の自車速Ｖ１に基づいて、予め設定した目標エンジン回転数Ｒｔを選択し、選択した目標エンジン回転数Ｒｔに対応するアクセルペダル操作量Ｓを図１３の特性から算出する。車速に応じた目標エンジン回転数Ｒｔは、例えば次のように設定する。
（ａ）超低速域（自車速Ｖ＝２５ｋｍ／ｈ以下）
目標エンジン回転数Ｒｔ＝２０００ｒｐｍ
（ｂ）低速域（自車速Ｖ＝２５〜５０ｋｍ／ｈ）
目標エンジン回転数Ｒｔ＝３０００ｒｐｍ
（ｃ）中速域（自車速Ｖ＝５０〜１００ｋｍ／ｈ）
目標エンジン回転数Ｒｔ＝３５００ｒｐｍ
（ｄ）高速域（自車速Ｖ＝１００ｋｍ／ｈ以上）
目標エンジン回転数Ｒｔ＝４０００ｒｐｍ
【００７０】
コントローラ５０は、目標エンジン回転数Ｒｔに応じたアクセルペダル操作量Ｓを最大値Ｓ２として設定する。これにより、チョイ踏み操作による自車速Ｖの変動が抑制され、自車両の運転状態に大きな影響を与えることなく定速走行制御または車間追従制御を開始することができる。
【００７１】
なお、チョイ踏み操作直前の自車速Ｖに対して、アクセルペダルのチョイ踏み操作による自車速の増加を許容することもできる。この場合、実際の自車速Ｖに対して所定のα％だけ増加した車速Ｖαを用いて目標エンジン回転数Ｒｔを設定し、目標エンジン回転数Ｒｔに対応するアクセルペダル操作量Ｓの最大値Ｓ２を算出する。
【００７２】
−第４の実施の形態の変形例２−
定速走行制御または車間追従制御の開始を指示するためのアクセルペダルのチョイ踏み操作を、運転者によるアクセルペダルの誤操作と区別するように定義する。
【００７３】
アクセルペダルをオフにした状態で、運転者の足がアクセルペダルに誤って当たってしまったような場合、運転者は反射的にアクセルペダルから足を離すと考えられる。すなわち、運転者が意図的にアクセルペダルを踏み込む場合、アクセルペダルは連続的に操作されてその操作量も増加するのに対し、誤操作の場合はアクセルペダルが瞬間的に操作されるだけである。
【００７４】
そこで、チョイ踏み操作を判断するためのアクセルペダル操作継続時間Ｔの最小値Ｔ１を、人間の反射的動作時間の実験データ等に基づいて適切に設定する。さらに、アクセルペダル操作量Ｓの最大値Ｓ２を、アクセルペダルの意図的な操作と誤操作を区別できるように適切に設定する。このようにアクセルペダル操作継続時間Ｔの最小値Ｔ１およびアクセルペダル操作量Ｓの最大値Ｓ２を設定することにより、アクセルペダルのチョイ踏み操作を、運転者の意図的なアクセルペダル操作およびアクセルペダルの誤操作と異なり、通常の運転場面ではほとんど行われないアクセルペダル操作として定義する。これにより、アクセルペダルの誤操作とチョイ踏み操作とを区別して、運転者の意図しない走行制御の開始を確実に防止することができる。
【００７５】
−第４の実施の形態の変形例３−
運転者によるアクセルペダルの誤操作と、チョイ踏み操作とを区別するために、アクセルペダルを操作する際に発生する操作反力を考慮してアクセルペダル操作量Ｓの最小値Ｓ１および最大値Ｓ２を設定する。
【００７６】
図１４に、アクセルペダル操作量Ｓに対するアクセルペダル反力Ｆの特性を示す。図１４に示すように、アクセルペダル反力Ｆは踏み込み方向と戻し方向でヒステリシスを持っているが、アクセルペダル操作量Ｓが大きくなるほど増加する。なお、アクセルペダル反力Ｆは、例えばアクセルペダルの回動中心に設けられたバネのバネ力により実現することができる。
【００７７】
アクセルペダルを操作する間、運転者はアクセルペダル反力Ｆを常に感じながら操作を行っている。アクセルペダルをオフした状態からチョイ踏み操作を行うとき、運転者がアクセルペダル反力Ｆを体感することにより、チョイ踏み操作を行ったという実感を得ることができる。チョイ踏み操作を行うためにアクセルペダルを踏み込んだ場合、アクセルペダル反力Ｆからチョイ踏み操作を行ったという実感を得られれば、運転者はアクセルペダルをさらに踏み込むことはない。
【００７８】
そこで、図１４に示すように、アクセルペダルを踏み込んでアクセルペダル反力Ｆが増加し始める操作量を、チョイ踏み操作を定義するアクセルペダル操作量Ｓの最小値Ｓ１とし、アクセルペダル操作量Ｓの変化に対してアクセルペダル反力Ｆの変化が安定する操作量を、アクセルペダル操作量Ｓの最大値Ｓ２として設定する。すなわち、アクセルペダル操作量Ｓが最小値Ｓ１よりも小さく、アクセルペダル反力Ｆが増加しないアクセルペダルの遊びの部分を、アクセルペダルの誤操作に対応する範囲とする。アクセルペダルの操作量Ｓが最小値Ｓ１未満の場合は、チョイ踏み操作ではなくアクセルペダルが誤操作されたと判断する。
【００７９】
なお、図１４においてアクセルペダル操作量Ｓの最大値Ｓ２は、自車速Ｖに応じて適切に設定しておく。具体的には、自車速Ｖが小さいほど、アクセルペダル操作量Ｓの最大値Ｓ２が小さくなるように設定する。
【００８０】
このように、アクセルペダル操作量Ｓの最小値Ｓ１および最大値Ｓ２を、アクセルペダル操作反力Ｆの特性に基づいて設定することにより、チョイ踏み操作を誤操作と区別させることができるとともに、運転者にチョイ踏み操作が行われたことを確実に認識させることができる。
【００８１】
上述した第１から第４の実施の形態において、制御実行可能判断部５１は、自車速Ｖおよび車間距離Ｄに基づいて、自車両の走行状況が定速走行制御または車間追従制御の所定の制御条件を満たすか否かを判断した。ただし、本発明はこれには限定されギアのシフト位置がＤドライブ位置であること、または車両走行制御装置に故障が発生していないことを、制御条件に加えることもできる。また、Ａ−１〜Ｂ−１の制御条件における自車速Ｖの範囲は上述した例には限定されず、変更が可能である。
【００８２】
上述した第１から第４の実施の形態においては、定速走行制御または車間追従制御が開始されるとき、スピーカ８０および表示モニタ９０によって運転者に報知するようにしたが、これには限定されない。例えば、スピーカ８０または表示モニタ９０によって走行制御の開始を報知してもよいし、スピーカ８０および表示モニタ９０を設けなくてもよい。
【００８３】
第１から第４の実施の形態においては、アクセルペダル操作量Ｓおよびアクセルペダル操作継続時間Ｔを用いて走行制御を開始させるための特定のアクセルペダル操作を定義した。ただし、これには限定されることなく、例えばアクセルペダルの操作パターンまたはアクセルペダルの操作加速度を用いて特定のアクセルペダル操作を定義し、定速走行制御または車間追従制御を開始させることもできる。すなわち、運転者にとって操作が容易且つ短時間であり、特定のアクセルペダル操作によって運転状態に大きな影響を与えることがなく、通常の運転操作ではまれなアクセルペダル操作であれば、定速走行制御または車間追従制御を開始させるための特定のアクセルペダル操作として用いることができる。
【００８４】
上記第１から第４の実施の形態においては、走行状況検出手段として、車間距離センサ１０および車速センサ２０を用い、制御実行判断手段および走行制御実行手段としてコントローラ５０，５０Ａを用いた。また、アクセルペダル操作状態検出手段として、アクセルペダルストロークセンサ３０およびコントローラ５０，５０Ａを用い、走行制御指令スイッチとしてメインスイッチ４０を用い、報知手段としてスピーカ８０および表示モニタ９０を用いた。ただし、これらには限定されない。例えば車間距離センサ１０としてレーザレーダ１０の代わりに別方式のミリ波レーダ等を用いることもできる。
【図面の簡単な説明】
【図１】本発明の第１の実施の形態による車両走行制御装置の構成を示す図。
【図２】第１の実施の形態による車両走行制御装置のコントローラの内部およびその周辺の構成を示す図。
【図３】チョイ踏み操作を行ったときのアクセルペダル操作量の累積頻度分布を示す図。
【図４】チョイ踏み操作を行ったときのアクセルペダル操作継続時間の累積度数分布を示す図。
【図５】第１の実施の形態による車両走行制御装置における制御処理の処理手順を示すフローチャート。
【図６】（ａ）〜（ｃ）高速域における車間追従制御を行う場合の具体的な走行状況を示す図。
【図７】（ａ）〜（ｃ）高速域における定速走行制御を行う場合の具体的な走行状況を示す図。
【図８】（ａ）〜（ｃ）渋滞路における車間追従制御を行う場合の具体的な走行状況を示す図。
【図９】第２の実施の形態による車両走行制御装置の構成を示す図。
【図１０】第２の実施の形態による車両走行制御装置における制御処理の処理手順を示すフローチャート。
【図１１】第３の実施の形態による車両走行制御装置における制御処理の処理手順を示すフローチャート。
【図１２】自車速と目標エンジン回転数との関係を示す図。
【図１３】アクセルペダル操作量とエンジン回転数との関係を示す図。
【図１４】アクセルペダル操作量とアクセルペダル反力との関係を示す図。
【符号の説明】
１０：車間距離センサ
２０：車速センサ
３０：アクセルペダルストロークセンサ
４０：メインスイッチ
５０：コントローラ
６０：スロットルアクチュエータ
７０：ブレーキアクチュエータ
８０：スピーカ
９０：表示モニタ[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle travel control device that controls a vehicle speed of a host vehicle and a distance between the host vehicle and a preceding vehicle.
[0002]
[Prior art]
2. Description of the Related Art A conventional vehicle travel control device starts following control of a preceding vehicle by operating an accelerator pedal by a predetermined amount or more in a state where a congested road following mode is set by a driver (for example, Patent Document 1). When the following control is started in response to the operation of the accelerator pedal, this device controls the vehicle speed of the own vehicle so as to follow the preceding vehicle on a congested road.
Prior art documents related to the present invention include the following.
[Patent Document 1]
JP-A-2000-118261
[0003]
[Problems to be solved by the invention]
However, in the vehicle travel control device as described above, when the congested road following mode is set, the following control is started in response to the depression operation of the accelerator pedal. Therefore, even when the driver depresses the accelerator pedal to accelerate, the follow-up control may be started, causing a problem that the driver feels uncomfortable and troublesome.
[0004]
A vehicle travel control device according to the present invention provides a vehicle travel control device that performs travel control according to a driver's intention.
[0005]
[Means for Solving the Problems]
A vehicle traveling control device according to the present invention includes a traveling state detecting means for detecting a traveling state of the own vehicle, and a constant speed at which the own vehicle travels at a target vehicle speed based on the traveling state of the own vehicle detected by the traveling state detecting means. Control execution determining means for determining whether or not the following control can be performed in which the own vehicle follows the preceding vehicle while maintaining the target inter-vehicle distance, and the operation amount of the accelerator pedal, and after the accelerator pedal is depressed. Accelerator pedal operation state detecting means for detecting the time during which the operation of the accelerator pedal is continued (hereinafter referred to as the accelerator pedal operation continuation time), and control execution determining means determining that the constant speed traveling control or the following distance control can be executed. The accelerator pedal operation amount and the accelerator pedal operation continuation time detected by the accelerator pedal operation state detecting means. Zui and has a running control execution means for starting the cruise control or vehicle follow-up control.
[0006]
【The invention's effect】
According to the present invention, the constant-speed traveling control or the following distance control is started based on the accelerator pedal operation amount and the accelerator pedal operation continuation time, so that the traveling control according to the driver's intention can be performed.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
<< 1st Embodiment >>
A vehicle traveling control device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of the vehicle travel control device 1 according to the first embodiment, and FIG. 2 is a diagram showing a configuration inside and around a controller of the vehicle travel control device 1. First, the configuration of the vehicle travel control device 1 will be described.
[0008]
The inter-vehicle distance sensor 10 detects the inter-vehicle distance between the host vehicle and the preceding vehicle. The inter-vehicle distance sensor 10 is, for example, a laser radar, scans the front of the own vehicle by irradiating an infrared light pulse, and determines the own distance based on the arrival time of the reflected light of the infrared light pulse reflected at the rear end of the preceding vehicle. The distance between the vehicle and the preceding vehicle is detected. The detected inter-vehicle distance is output to the controller 50.
[0009]
The vehicle speed sensor 20 detects the vehicle speed of the host vehicle by measuring the number of rotations of wheels and the number of rotations on the output side of the transmission. The detected vehicle speed is output to the controller 50. The accelerator pedal stroke sensor 30 is provided, for example, at the center of rotation of the accelerator pedal, detects the operation amount of the accelerator pedal, and outputs the detected accelerator pedal operation amount to the controller 50.
[0010]
The main switch 40 is operated by the driver to perform traveling control by the vehicle traveling control device 1. The signal from the main switch 40 is output to the controller 50.
[0011]
The controller 50 includes a CPU and peripheral components of the CPU such as a ROM and a RAM, and controls the entire vehicle traveling control device 1. As shown in FIG. 2, the controller 50 constitutes a control executable determination section 51, an accelerator pedal operation state detection section 52, and a constant speed traveling control / inter-vehicle follow-up control execution section 53 as shown in FIG.
[0012]
The controller 50 controls the own vehicle so as to run at a preset target vehicle speed based on the inter-vehicle distance from the preceding vehicle input from the inter-vehicle distance sensor 10 and the own vehicle speed input from the vehicle speed sensor 20. High-speed running control and inter-vehicle following control for controlling the own vehicle so as to follow the preceding vehicle at a preset target inter-vehicle distance are performed. The controller 50 controls the throttle actuator 60 and the brake actuator 70 so as to generate a braking / driving force for realizing the target vehicle speed and the target inter-vehicle distance in the own vehicle in the constant-speed running control and the following distance control.
[0013]
The throttle actuator 60 adjusts the opening of a throttle valve provided in the engine intake pipe in accordance with a signal from the controller 50, and controls engine torque, that is, driving force of the host vehicle. The brake actuator 70 includes, for example, a negative pressure booster, and adjusts a brake fluid pressure according to a signal from the controller 50 to control a braking force of the host vehicle.
[0014]
The speaker 80 and the display monitor 90 notify the driver of the start of the traveling control by voice or display when the vehicle traveling control device 1 performs the constant speed traveling control or the following distance control.
[0015]
Hereinafter, the operation of the vehicle travel control device 1 according to the first embodiment will be described.
As described above, the controller 50 performs the constant speed traveling control and the following distance control. The inter-vehicle tracking control performs vehicle speed control based on the own vehicle speed and the inter-vehicle distance between the own vehicle and the preceding vehicle so that the inter-vehicle distance matches the target inter-vehicle distance when a predetermined control condition is satisfied. The inter-vehicle following control causes the own vehicle to follow the preceding vehicle while keeping the target inter-vehicle distance. The constant-speed traveling control performs the vehicle speed control such that the host vehicle travels while maintaining the target vehicle speed when a predetermined control condition is satisfied. Travel control by the controller 50 is classified into travel control in a high-speed region and travel control in a congested road. Further, the traveling control in the high speed range is classified into a constant speed traveling control and an inter-vehicle tracking control. On the other hand, traveling control on a congested road is only inter-vehicle tracking control.
[0016]
The controller 50 causes the control executable determination section 51 to determine whether the constant speed traveling control or the following distance control is executable. The control conditions of each traveling control are shown below.

[0017]
The control executable determination unit 51 determines whether the traveling state of the own vehicle satisfies the above-described control condition based on signals input from the following distance sensor 10 and the vehicle speed sensor 20, and performs constant speed traveling control or following distance. It is determined whether the control is executable. Note that, when the main vehicle 40 is turned on by the driver and the traveling state of the own vehicle satisfies the control conditions of A-1 to B-1, the control executable determination section 51 performs the constant speed traveling control or It is determined that the following distance control can be executed.
[0018]
The controller 50 determines whether or not the accelerator pedal operation state detection unit 52 has detected a specific accelerator pedal operation by the driver based on a signal from the accelerator pedal stroke sensor 30. When it is determined that the constant speed traveling control or the following distance control can be performed by the control executable determination section 51, the accelerator pedal operation state detection section 52 detects a specific accelerator pedal operation by the driver, and the control is executed. The high-speed running control or the following distance control is started. The constant-speed running control / inter-vehicle follow-up control execution unit 53 outputs a command to realize a preset target vehicle speed or a preset target inter-vehicle distance to the throttle actuator 60 and the brake actuator 70, and performs the constant speed traveling control or Execute the following distance control.
[0019]
Hereinafter, a specific accelerator pedal operation by the driver for starting the constant speed traveling control or the following distance control will be described in detail. Here, the operation of depressing the accelerator pedal lightly for a short time from the state in which the accelerator pedal is released, that is, the off state, and then turning off the accelerator pedal again (hereinafter referred to as “choice stepping operation”) is defined as a specific accelerator pedal operation. I do. In the first embodiment, a specific accelerator pedal operation is defined from the accelerator pedal operation amount S and the operation duration T of the accelerator pedal.
[0020]
In the first embodiment, the operation range of the accelerator pedal for defining the stepping operation is set to the accelerator pedal operation amount S and the accelerator pedal operation duration T when the driver actually performs the stepping operation. Based on ergonomics, set appropriately. FIG. 3 shows the cumulative frequency distribution of the accelerator pedal operation amount S based on the experimental data of the chopping operation, and FIG. 4 shows the cumulative frequency distribution of the accelerator pedal operation continuation time T based on the experimental data of the choi pressing operation.
[0021]
As shown in FIG. 3, the 2.5% Tile value of the accelerator pedal operation amount S is set to the minimum value S1, and the 97.5% Tile value is set to the maximum value S2. As shown in FIG. 4, the 2.5% Tile value of the accelerator pedal operation continuation time T is a minimum value T1, and the 97.5% Tile value is a maximum value T2.
[0022]
The accelerator pedal operation state detection unit 52 determines that the accelerator pedal operation amount S detected by the accelerator pedal stroke sensor 30 is within a predetermined range, that is, S1 ≦ S ≦ S2, and the operation duration T of the accelerator pedal is within a predetermined range, When T1 ≦ T ≦ T2, it is determined that the chopping operation has been performed. That is, based on the experimental data, it is determined whether or not the chopping operation has been performed using the accelerator pedal operation amount S and the accelerator pedal operation duration T when the driver of 95% Tile has statistically performed the chopping operation. Judge. Note that the minimum value T1 of the accelerator pedal operation duration T is, for example, 0.1 second, and the maximum value T2 is, for example, 0.3 second.
[0023]
Next, the operation of the vehicle travel control device 1 according to the first embodiment will be described with reference to FIG. FIG. 5 is a flowchart illustrating a processing procedure of a control process performed by the controller 50 of the vehicle travel control device 1.
[0024]
In step S101, it is determined whether or not the main switch 40 has been turned on. When step S101 is affirmed, the process proceeds to step S102. In step S102, the traveling state of the host vehicle is read. Specifically, it reads the vehicle speed V detected by the following distance sensor 10, the vehicle speed sensor 20, and the accelerator pedal stroke sensor 30, the following distance D between the own vehicle and the preceding vehicle, and the accelerator pedal operation amount S.
[0025]
In step S103, based on the own vehicle speed V and the following distance D read in step S102, it is determined whether or not the traveling state of the own vehicle satisfies the control condition for executing the constant speed traveling control or the following distance control. . When the traveling state of the host vehicle satisfies any of the control conditions A-1, A-2, and B-1, the process proceeds to step S104.
[0026]
In step S104, based on the accelerator pedal operation amount S read in step S102, it is determined whether the accelerator pedal operation amount S substantially exceeds 0 and the accelerator pedal is operated. When step S104 is affirmed, the process proceeds to step S105. In step S104, when the accelerator pedal is depressed from the off state, the accelerator pedal operation continuation time T at the time when the accelerator pedal operation is started is set to 0, and when the accelerator pedal operation is continued, , The accelerator pedal operation duration T is measured.
[0027]
In step S105, it is determined whether the accelerator pedal operation continuation time T is equal to or longer than the minimum value T1 set as described above. If step S105 is affirmed, the process proceeds to step S106. In step S106, the maximum value S0 of the accelerator pedal operation amount S after the accelerator pedal operation continuation time T becomes equal to or longer than the minimum value T1 is detected. In step S107, it is determined whether or not the operation of the accelerator pedal is continued, that is, whether or not the accelerator pedal operation amount S is other than 0. If the determination in step S107 is affirmative, and the accelerator pedal is still operated, the process proceeds to step S108.
[0028]
In step S108, it is determined whether or not the accelerator pedal operation duration T exceeds the maximum value T2. When step S108 is affirmatively determined and the accelerator pedal is continuously operated for more than the predetermined time T2, the process returns to step S101. If a negative determination is made in step S108, the process returns to step S106.
[0029]
On the other hand, if the determination in step S107 is negative, and the operation of the accelerator pedal is released within the predetermined time T2 or less, the process proceeds to step S109. In step S109, the maximum accelerator pedal operation amount S0 within the predetermined time range (T1 ≦ T ≦ T2) calculated in step S106 is compared with the minimum value S1 and the maximum value S2 of the accelerator pedal operation amount S. If the maximum accelerator pedal operation amount S0 is within the predetermined range (S1 ≦ S0 ≦ S2), it is determined that the accelerator pedal is operated only within the predetermined operation range, and that the accelerator pedal is depressed, and the process proceeds to step S110. move on.
[0030]
In step S110, constant-speed running control or inter-vehicle follow-up control is started in accordance with the accelerator pedal operation. At this time, the speaker 80 and the display monitor 90 provide voice guidance and display that "control has been started," and notify the driver of the start of travel control. Thus, the current process ends. If a negative determination is made in step S101, S103, S104, S105 or S109, the process returns to step S101.
[0031]
This process is repeatedly executed at regular intervals, for example, every 100 msec, until the constant speed traveling control or the following distance control is started. After the start of the constant speed traveling control or the following distance control, when the traveling control is released by turning off the main switch 40 or the like, the process is restarted from step S101.
[0032]
Next, the operation of the vehicle traveling control device 1 according to the first embodiment will be described with reference to FIGS. 6 (a) to 6 (c) are diagrams showing specific running conditions of the following distance control in the (A-1) high speed range, and FIGS. 7 (a) to 7 (c) are (A-2) high speed ranges. FIG. 8A to FIG. 8C are diagrams showing specific running conditions of the constant-speed running control in FIG. 8A, and FIG. 8A to FIG. 8C are diagrams showing specific running conditions of (B-1) inter-vehicle tracking control on a congested road.
[0033]
First, (A-1) how to start control in the following-to-vehicle control in the high-speed range will be described with reference to FIGS. It is assumed that the main switch 40 for performing the traveling control has been turned on. As shown in FIG. 6A, in a state where the traveling control by the vehicle traveling control device 1 is not performed, when the traffic congestion is eliminated from the traffic congestion state in which the vehicle speed changes drastically, the preceding vehicle accelerates, and the own vehicle also accelerates the accelerator pedal. The vehicle accelerates to follow the preceding vehicle.
[0034]
As shown in FIG. 6B, when the preceding vehicle accelerates to a vehicle speed within a predetermined range, for example, 90 km / h, and starts stable running, as shown in FIG. 6C, the driver selects the accelerator pedal. A stepping operation is performed to start the following distance control by the vehicle travel control device 1. After the start of the following distance control, the own vehicle speed V is controlled so that the vehicle travels while maintaining the preset target following distance.
[0035]
(A-2) How to start control in constant speed traveling control in a high speed range will be described with reference to FIGS. 7 (a) to 7 (c). It is assumed that the main switch 40 for performing the traveling control has been turned on. As shown in FIG. 7A, in a state where the traveling control by the vehicle traveling control device 1 is not performed, when the traffic congestion is resolved from a traffic congestion state in which the vehicle speed changes drastically, the preceding vehicle accelerates, and the own vehicle also accelerates. Accelerate by operation.
[0036]
As shown in FIG. 7 (b), when the preceding vehicle has left the distant or adjacent lane and the preceding vehicle is no longer present in front of the own vehicle, as shown in FIG. For example, when the vehicle is accelerated to 100 km / h, the accelerator pedal is depressed in order to perform the constant speed traveling, and the vehicle traveling control device 1 starts the constant speed traveling control. After the start of the constant speed traveling control, the own vehicle speed V is controlled so as to travel while maintaining a preset target vehicle speed.
[0037]
Next, how to start the control in the following distance control on the congested road (B-1) will be described with reference to FIGS. It is assumed that the main switch 40 for performing the traveling control has been turned on. As shown in FIG. 8A, in a state where the traveling control by the vehicle traveling control device 1 is not performed, while traveling on a congested road where the vehicle speed changes rapidly, the preceding vehicle nearest to the own vehicle changes lanes to the adjacent lane. And the nearest preceding vehicle no longer exists.
[0038]
As shown in FIG. 8B, since the nearest preceding vehicle no longer exists, the own vehicle accelerates by operating the accelerator pedal to shorten the inter-vehicle distance with the preceding vehicle. As shown in FIG. 8C, when the own vehicle catches up with the preceding vehicle and the own vehicle speed is stabilized, the driver performs a stepping operation on the accelerator pedal to start the following distance control by the vehicle running control device 1. . After the start of the following distance control, the own vehicle speed V is controlled so that the vehicle travels while maintaining the preset target following distance.
[0039]
As described above, in the first embodiment described above, the following effects can be obtained.
(1) The control executable determination section 51 of the controller 50 determines whether the constant speed traveling control or the following distance control can be executed based on the traveling state of the own vehicle. The accelerator pedal operation state detection unit 52 detects the accelerator pedal operation amount S and the time T during which the accelerator pedal is once depressed and then depressed again to continue the operation. The constant-speed running control / inter-vehicle follow-up control execution unit 53 performs an accelerator pedal operation amount S and an accelerator pedal operation continuation when the control executability determination unit 51 determines that the constant speed cruise control or the inter-vehicle follow-up control is executable. Based on the time T, the throttle actuator 60 and the brake actuator 70 are controlled to start the constant speed traveling control or the following distance control. Thus, the constant speed traveling control and the following distance control can be started by the same operation of the accelerator pedal, so that the traveling control that is easy for the driver to understand can be performed. Since the running control is started based on the accelerator pedal operation amount S and the accelerator pedal operation continuation time T, the running control according to the driver's intention can be performed.
(2) The constant-speed running control / inter-vehicle follow-up control execution unit 53 determines that the running condition of the vehicle satisfies the control conditions of A-1 to B-1, the accelerator pedal operation amount S is within a predetermined range, and the accelerator pedal operation is continued. When the time T is within the predetermined range, the constant speed traveling control or the following distance control is started. As a result, it is possible to perform traveling control according to the driver's intention.
(3) The minimum value S1 and the maximum value S2 of the accelerator pedal operation amount S are set using the cumulative frequency distribution of the accelerator pedal operation amount S when the accelerator pedal is depressed by the choi. Further, the minimum value T1 and the maximum value T2 of the accelerator pedal operation duration time T are set using the cumulative frequency distribution of the accelerator pedal operation duration time T when the accelerator pedal is depressed with a choi. Specifically, as shown in FIG. 3 and FIG. 4, based on the accelerator pedal operation amount S and the accelerator pedal operation continuation time T when the driver of 95% Tile performs the chopping operation, the selection is made. Specifies the stepping operation. Thus, the driving control can be started by the driver easily and in a short time, and the driving control can be started stably. In addition, the operation of the accelerator pedal is not significantly affected by the operation of the host vehicle due to the stepping operation of the accelerator pedal, so that the traveling control can be started smoothly.
(4) When the main switch 40 is turned on, the control executable determination unit 51 determines the following distance D between the preceding vehicle and the own vehicle detected by the following distance sensor 10 and the own vehicle speed detected by the vehicle speed sensor 20. Based on V, it is determined whether the constant speed traveling control or the following distance control can be executed. Specifically, when the control conditions of A-1 to B-1 are satisfied, it is determined that either the constant speed traveling control or the following distance control can be executed. Thus, it is possible to determine the traveling control according to the traveling state of the own vehicle and perform the traveling control according to the driver's intention.
(5) When the constant-speed running control or the following distance control is started by the constant-speed running control / inter-vehicle following control execution unit 53, the driver is notified by the speaker 80 and the display monitor 90 that the running control is started. This allows the driver to reliably recognize the start of the travel control.
[0040]
<< 2nd Embodiment >>
A vehicle traveling control device according to a second embodiment of the present invention will be described with reference to the drawings. FIG. 9 is a diagram illustrating a configuration of the vehicle traveling control device 2 according to the second embodiment. 9, parts having the same functions as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.
[0041]
As shown in FIG. 9, the brake pedal switch 35 detects whether or not the brake pedal is operated, and outputs a detected signal to the controller 50A.
[0042]
In the second embodiment, the traveling control by the vehicle traveling control device 2 is not performed when the driver mistakenly performs the accelerator pedal depressing operation. Hereinafter, the operation of the vehicle travel control device 2 according to the second embodiment will be described with reference to FIG. FIG. 10 is a flowchart illustrating a processing procedure of a control process executed by the controller 50A of the vehicle travel control device 2.
[0043]
The processing in steps S201 to S209 is the same as the processing in steps S101 to S109 in the flowchart of FIG. 5 in the first embodiment. If the determination in step S209 is affirmative, and the accelerator pedal is depressed, the process proceeds to step S210.
[0044]
In step S210, an affirmative determination is made in step S209, and the timing at which the traveling condition of the own vehicle satisfies the control condition of the traveling control and the accelerator pedal operation is completed is set as T = Tα. Here, the symbol T indicates the elapsed time since it was determined that the accelerator pedal operation was started in step S204. Although the accelerator pedal operation has already been turned off, the accelerator pedal operation continuation time T used for detecting the choking step operation can be used as the elapsed time T as it is.
[0045]
In step S211, it is determined whether or not a brake operation has been performed based on a signal from the brake pedal switch 35. If a negative determination is made in step S211 and no brake operation is detected, the process proceeds to step S212. In step S212, it is determined whether or not the elapsed time T from the start of the accelerator pedal operation for the choi stepping operation is equal to or longer than a predetermined time (Tα + Td). Here, the predetermined time (Tα + Td) is a value obtained by adding the brake transition time Td to the time T = Tα at which the chopping operation is completed. The brake shift time Td indicates a time required until the driver performs a correction brake operation when the accelerator pedal is depressed by mistake.
[0046]
If a negative determination is made in step S212, the process returns to step S211 to determine whether or not the brake operation has been performed until the elapsed time T from the start of the accelerator pedal operation is equal to or longer than a predetermined time (Tα + Td). On the other hand, when step S212 is determined to be affirmative and the predetermined time (Tα + Td) or more has elapsed without the brake operation being performed, the process proceeds to step S213, and the constant speed traveling control or the following distance control is started. At this time, the start of the traveling control is notified to the driver by the speaker 80 and the display monitor 90.
[0047]
On the other hand, if a positive determination is made in step S211 and the brake operation is performed before a predetermined time (Tα + Td) has elapsed since the start of the accelerator pedal operation, it is determined that the driver depressed the accelerator pedal choise operation. Judgment is made, and this processing ends without performing the constant speed traveling control and the following distance control.
[0048]
As described above, in the second embodiment described above, the following operation and effect can be obtained.
The constant-speed running control / inter-vehicle follow-up control execution unit 53 determines that the constant speed travel control or the inter-vehicle follow-up control is executable by the control executable determination unit 51, and the accelerator pedal operation amount S is within a predetermined range and the accelerator pedal When the operation continuation time T is within a predetermined range, a predetermined period of time (T + Td) after the accelerator pedal is depressed for a choi depressing operation, that is, a predetermined time after the accelerator pedal operation is released after the choy depressing operation is completed. When the brake operation is not performed during the time Td, the constant speed traveling control or the following distance control is started. For example, when the driver accidentally depresses the accelerator pedal to perform a choi depressing operation, if the brake pedal operation is detected within a predetermined time, the traveling control is not started. As a result, the start of the traveling control that the driver does not intend can be stopped.
[0049]
<< Third Embodiment >>
A vehicle traveling control device according to a third embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicle traveling control device according to the third embodiment is the same as that of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.
[0050]
In the third embodiment, the own vehicle speed Vx immediately before the accelerator pedal operation is started is set as the target vehicle speed Vt in the constant speed traveling control or the following distance control. Hereinafter, the operation of the vehicle travel control device 1 according to the third embodiment will be described with reference to FIG. FIG. 11 is a flowchart illustrating a processing procedure of control processing executed by the controller 50 of the vehicle travel control device 1 according to the third embodiment.
[0051]
In step S301, it is determined whether the main switch 40 has been turned on. When step S301 is affirmed, the process proceeds to step S302. In step S302, the traveling state of the host vehicle, specifically, the host vehicle speed V, the inter-vehicle distance D between the host vehicle and the preceding vehicle, and the accelerator pedal operation amount S are read.
[0052]
In step S303, based on the own vehicle speed V and the following distance D read in step S302, it is determined whether or not the traveling state of the own vehicle satisfies the control condition for executing the constant speed traveling control or the following distance control. . If step S303 is affirmed, the process proceeds to step S304.
[0053]
In step S304, based on the accelerator pedal operation amount S read in step S302, it is determined whether or not the accelerator pedal operation amount S is substantially 0 and the accelerator pedal operation has been released. When step S304 is affirmed, the process proceeds to step S305. In step S305, the own vehicle speed V = Vx at the time when the accelerator pedal operation is turned off is stored in the memory of the controller 50.
[0054]
In the following step S306, it is determined whether or not the accelerator pedal has been once turned off in step S304 and then operated again. When the accelerator pedal operation amount S substantially exceeds 0 and the accelerator pedal is operated, the process proceeds to step S307. In step S306, when the accelerator pedal is depressed from the off state, the accelerator pedal operation continuation time T when the accelerator pedal operation is started is set to 0, and when the accelerator pedal operation is continued, , The accelerator pedal operation duration T is measured.
[0055]
In step S307, it is determined whether the accelerator pedal operation continuation time T is equal to or longer than the minimum value T1. When step S307 is affirmatively determined, the process proceeds to step S308, and when step S307 is negatively determined, the process returns to step S306. In step S308, the maximum value S0 of the accelerator pedal operation amount S after the accelerator pedal operation time T becomes equal to or longer than the minimum value T1 is detected. In step S309, it is determined whether or not the operation of the accelerator pedal is continued, that is, whether or not the accelerator pedal operation amount S is other than 0. If an affirmative determination is made in step S309, the process proceeds to step S310.
[0056]
In step S310, it is determined whether the accelerator pedal operation duration time T exceeds the maximum value T2. If step S310 is affirmatively determined, the process returns to step S301. If step S310 is negatively determined, the process returns to step S308.
[0057]
On the other hand, if step S309 is negatively determined and the accelerator pedal operation is released within the predetermined time T2 or less, the process proceeds to step S311. In step S311, it is determined whether or not the maximum accelerator pedal operation amount S0 within the predetermined time range (T1 ≦ T ≦ T2) calculated in step S308 is within the predetermined range (S1 ≦ S0 ≦ S2). When step S311 is affirmatively determined, it is determined that the accelerator pedal is depressed, and the process proceeds to step S312. If a negative determination is made in step S311, the process returns to step S301.
[0058]
In step S312, the own vehicle speed Vx stored in the memory in step S305 immediately before the accelerator pedal is depressed is set as the target vehicle speed Vt. In step S313, constant speed traveling control or following distance control is performed using the target vehicle speed Vt = Vx set in step 312. At this time, the start of the traveling control is notified to the driver by the speaker 80 and the display monitor 90. Thus, the current process ends.
[0059]
As described above, in the third embodiment described above, the following operation and effect can be obtained.
The self-vehicle speed V at the time when the accelerator pedal is once released immediately before the start of the accelerator pedal chop depressing operation is set as the target vehicle speed Vt for the constant speed traveling control. For example, when the driver depresses the accelerator pedal to accelerate and starts the constant-speed traveling control by performing the chopping operation in a state where the own vehicle speed V is adjusted, the own vehicle speed may slightly decrease due to the chopping operation. By setting the own vehicle speed V immediately before the chop stepping operation as the target vehicle speed Vt, it is possible to perform travel control that matches the driver's feeling.
[0060]
It is also possible to set the inter-vehicle distance D to the preceding vehicle immediately before the start of the accelerator pedal chop operation as the target inter-vehicle distance Dt, and perform inter-vehicle tracking control according to the set target inter-vehicle distance Dt.
[0061]
<< 4th Embodiment >>
A vehicle traveling control device according to a fourth embodiment of the present invention will be described with reference to the drawings. The configuration of the vehicle traveling control device according to the fourth embodiment is the same as that of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.
[0062]
In the fourth embodiment, the stepping operation of the accelerator pedal for instructing the start of the constant-speed running control or the following distance control is appropriately defined so as not to significantly affect the driving state of the host vehicle. The controller 50 sets the accelerator pedal operation amount S and the accelerator pedal operation continuation time T so as not to cause a large change in the vehicle speed V, and determines whether or not the accelerator pedal operation by the driver is a choking step operation.
[0063]
Specifically, by setting the accelerator pedal operation amount S such that the engine rotation speed based on the accelerator pedal operation amount S at the time of the chopping operation does not exceed the engine rotational speed corresponding to the vehicle speed V before the choi pressing operation. A large change in vehicle speed is prevented before and after the accelerator pedal is depressed.
[0064]
The controller 50 calculates the engine speed from the own vehicle speed V immediately before the chopping operation detected by the vehicle speed sensor 20 using the following (Equation 1).
(Equation 1)
V = 0.06π × D × R / (F1 × F2) (Equation 1)
Here, V: own vehicle speed, D: effective tire diameter, R: engine speed, F1: gear ratio of transmission, F2: final gear ratio.
[0065]
The controller 50 sets the engine speed R calculated using (Equation 1) as the target engine speed Rt when performing the chopping operation. FIG. 12 shows a characteristic of the target engine speed Rt for each gear ratio with respect to the own vehicle speed V. FIG. 13 shows an example of a characteristic of the engine speed R with respect to the accelerator pedal operation amount S. The controller 50 calculates the accelerator pedal operation amount S corresponding to the target engine speed Rt according to the characteristics of FIG. 13, and uses the calculated accelerator pedal operation amount S as the maximum value S2 for defining the accelerator pedal choking step operation. Set.
[0066]
In addition, when the engine speed when the accelerator pedal is depressed by the choi operation is equal to or less than the target engine rotational speed Rt, the vehicle speed hardly changes due to the choi depressing operation. There is no need to set. As the minimum value S1 of the accelerator pedal operation amount S, for example, a value based on the experimental value used in the first embodiment can be used.
[0067]
When the accelerator pedal is depressed within a range of not less than the minimum value S1 and not more than the maximum value S2 after the accelerator pedal is once turned off, the controller 50 determines that the chopping operation has been performed.
[0068]
As described above, in the above-described fourth embodiment, the following operation and effect can be obtained.
(1) The predetermined range of the accelerator pedal operation amount S that defines the stepping operation and the predetermined range of the accelerator pedal operation continuation time T are set to a range that suppresses a change in the vehicle speed of the host vehicle. As a result, the driving state of the own vehicle is not greatly affected by the chop stepping operation, so that the constant speed traveling control or the following distance control can be started smoothly.
(2) The target engine speed Rt is set based on the own vehicle speed V immediately before the start of the stepping operation so that the engine speed corresponding to the maximum value S2 of the accelerator pedal operation amount S does not exceed the target engine speed. Is set to the maximum value S2. As a result, the engine speed does not significantly fluctuate before and after the chopping operation, and the fluctuation of the vehicle speed V can be suppressed.
[0069]
-Modification 1 of the fourth embodiment-
In order to set the maximum value S2 of the accelerator pedal operation amount S for defining the chopping operation, the target engine speed Rt according to the vehicle speed may be set in advance. Specifically, a preset target engine speed Rt is selected based on the own vehicle speed V1 immediately before performing the chopping operation, and the accelerator pedal operation amount S corresponding to the selected target engine speed Rt is determined as shown in FIG. It is calculated from the characteristics. The target engine speed Rt according to the vehicle speed is set, for example, as follows.
(A) Very low speed range (own vehicle speed V = 25 km / h or less)
Target engine speed Rt = 2000 rpm
(B) Low speed range (own vehicle speed V = 25 to 50 km / h)
Target engine speed Rt = 3000 rpm
(C) Medium speed range (own vehicle speed V = 50 to 100 km / h)
Target engine speed Rt = 3500 rpm
(D) High speed range (own vehicle speed V = 100 km / h or more)
Target engine speed Rt = 4000 rpm
[0070]
The controller 50 sets the accelerator pedal operation amount S according to the target engine speed Rt as the maximum value S2. As a result, the fluctuation of the own vehicle speed V due to the stepping on the vehicle is suppressed, and the constant speed traveling control or the following distance control can be started without greatly affecting the driving state of the own vehicle.
[0071]
In addition, it is also possible to allow the own vehicle speed V to be increased by the accelerator pedal choking operation with respect to the own vehicle speed V immediately before the choking operation. In this case, the target engine speed Rt is set using the vehicle speed Vα increased by a predetermined α% with respect to the actual vehicle speed V, and the maximum value S2 of the accelerator pedal operation amount S corresponding to the target engine speed Rt is set. calculate.
[0072]
-Modification Example 2 of Fourth Embodiment
It is defined that an accelerator pedal choking operation for instructing the start of the constant speed traveling control or the following distance control is distinguished from an erroneous operation of the accelerator pedal by the driver.
[0073]
If the driver's foot accidentally hits the accelerator pedal with the accelerator pedal turned off, it is considered that the driver reflexively releases the foot from the accelerator pedal. That is, when the driver intentionally depresses the accelerator pedal, the accelerator pedal is continuously operated and the amount of operation is increased. On the other hand, in the case of erroneous operation, the accelerator pedal is only operated instantaneously.
[0074]
Therefore, the minimum value T1 of the accelerator pedal operation continuation time T for judging the chopping operation is appropriately set based on the experimental data of the reflexive operation time of a human. Further, the maximum value S2 of the accelerator pedal operation amount S is appropriately set so that intentional operation and incorrect operation of the accelerator pedal can be distinguished. By setting the minimum value T1 of the accelerator pedal operation continuation time T and the maximum value S2 of the accelerator pedal operation amount S in this way, it is possible to reduce the driver's intentional accelerator pedal operation and accelerator pedal operation. Unlike an erroneous operation, it is defined as an accelerator pedal operation that is rarely performed in a normal driving situation. As a result, it is possible to distinguish between an erroneous operation of the accelerator pedal and a choi stepping operation, and to reliably prevent the start of the travel control unintended by the driver.
[0075]
-Modification 3 of the fourth embodiment-
In order to distinguish between an erroneous operation of the accelerator pedal by the driver and a choking step operation, a minimum value S1 and a maximum value S2 of the accelerator pedal operation amount S are set in consideration of an operation reaction force generated when the accelerator pedal is operated. I do.
[0076]
FIG. 14 shows the characteristics of the accelerator pedal reaction force F with respect to the accelerator pedal operation amount S. As shown in FIG. 14, the accelerator pedal reaction force F has a hysteresis in the depressing direction and the returning direction, but increases as the accelerator pedal operation amount S increases. The accelerator pedal reaction force F can be realized, for example, by the spring force of a spring provided at the center of rotation of the accelerator pedal.
[0077]
While operating the accelerator pedal, the driver operates while constantly feeling the accelerator pedal reaction force F. When the driver performs the chopping operation from the state in which the accelerator pedal is turned off, the driver feels the accelerator pedal reaction force F, thereby realizing that the driver has performed the chopping operation. When the accelerator pedal is depressed in order to perform the choi depressing operation, the driver does not further depress the accelerator pedal if a real feeling that the choi depressing operation has been performed from the accelerator pedal reaction force F is obtained.
[0078]
Therefore, as shown in FIG. 14, the operation amount at which the accelerator pedal reaction force F starts to increase when the accelerator pedal is depressed is defined as the minimum value S1 of the accelerator pedal operation amount S that defines the chopping operation, and the accelerator pedal operation amount S An operation amount at which the change in the accelerator pedal reaction force F is stabilized with respect to the change is set as the maximum value S2 of the accelerator pedal operation amount S. That is, the play portion of the accelerator pedal where the accelerator pedal operation amount S is smaller than the minimum value S1 and the accelerator pedal reaction force F does not increase is defined as a range corresponding to the erroneous operation of the accelerator pedal. If the operation amount S of the accelerator pedal is smaller than the minimum value S1, it is determined that the accelerator pedal is not erroneously operated but a choking step operation.
[0079]
In FIG. 14, the maximum value S2 of the accelerator pedal operation amount S is set appropriately in accordance with the vehicle speed V. Specifically, the maximum value S2 of the accelerator pedal operation amount S is set to be smaller as the vehicle speed V is smaller.
[0080]
As described above, by setting the minimum value S1 and the maximum value S2 of the accelerator pedal operation amount S based on the characteristics of the accelerator pedal operation reaction force F, it is possible to distinguish the chopping operation from an erroneous operation, and Can surely recognize that the choy stepping operation has been performed.
[0081]
In the above-described first to fourth embodiments, the control executability determining unit 51 determines whether the traveling condition of the own vehicle is a constant speed running control or a predetermined control of the following distance control based on the own vehicle speed V and the following distance D. It was determined whether the conditions were satisfied. However, the present invention is limited to this, and it is also possible to add to the control conditions that the gear shift position is the D drive position or that no failure has occurred in the vehicle travel control device. Further, the range of the vehicle speed V under the control conditions of A-1 to B-1 is not limited to the above example, and can be changed.
[0082]
In the above-described first to fourth embodiments, the driver is notified by the speaker 80 and the display monitor 90 when the constant speed traveling control or the following distance control is started, but the present invention is not limited to this. . For example, the start of the travel control may be notified by the speaker 80 or the display monitor 90, or the speaker 80 and the display monitor 90 may not be provided.
[0083]
In the first to fourth embodiments, a specific accelerator pedal operation for starting traveling control is defined using the accelerator pedal operation amount S and the accelerator pedal operation duration time T. However, the present invention is not limited to this. For example, a specific accelerator pedal operation may be defined using an accelerator pedal operation pattern or an accelerator pedal operation acceleration, and constant speed traveling control or following distance control may be started. That is, the operation is easy and short for the driver, does not greatly affect the driving state by a specific accelerator pedal operation, and if the accelerator pedal operation is rare in a normal driving operation, the constant speed traveling control or It can be used as a specific accelerator pedal operation for starting the following distance control.
[0084]
In the first to fourth embodiments, the inter-vehicle distance sensor 10 and the vehicle speed sensor 20 are used as the traveling state detecting means, and the controllers 50 and 50A are used as the control execution determining means and the traveling control executing means. Further, the accelerator pedal stroke state sensor 30 and the controllers 50 and 50A were used as the accelerator pedal operation state detecting means, the main switch 40 was used as the traveling control command switch, and the speaker 80 and the display monitor 90 were used as the notifying means. However, it is not limited to these. For example, another type of millimeter wave radar or the like can be used as the inter-vehicle distance sensor 10 instead of the laser radar 10.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a vehicle traveling control device according to a first embodiment of the present invention.
FIG. 2 is a diagram showing a configuration of a controller inside and around the controller of the vehicle travel control device according to the first embodiment;
FIG. 3 is a diagram showing a cumulative frequency distribution of an accelerator pedal operation amount when performing a chopping operation.
FIG. 4 is a diagram showing a cumulative frequency distribution of an accelerator pedal operation continuation time when performing a chopping operation.
FIG. 5 is a flowchart showing a processing procedure of a control process in the vehicle travel control device according to the first embodiment.
6 (a) to 6 (c) are diagrams showing specific running situations when performing following control in a high-speed range.
FIGS. 7A to 7C are diagrams showing specific traveling situations when performing constant-speed traveling control in a high-speed range.
8 (a) to 8 (c) are diagrams showing specific traveling situations when performing following control on congested roads.
FIG. 9 is a diagram showing a configuration of a vehicle traveling control device according to a second embodiment.
FIG. 10 is a flowchart showing a processing procedure of a control process in the vehicle traveling control device according to the second embodiment.
FIG. 11 is a flowchart showing a processing procedure of control processing in the vehicle traveling control device according to the third embodiment.
FIG. 12 is a diagram illustrating a relationship between a vehicle speed and a target engine speed.
FIG. 13 is a diagram showing a relationship between an accelerator pedal operation amount and an engine speed.
FIG. 14 is a diagram showing a relationship between an accelerator pedal operation amount and an accelerator pedal reaction force.
[Explanation of symbols]
10: Inter-vehicle distance sensor
20: Vehicle speed sensor
30: accelerator pedal stroke sensor
40: Main switch
50: Controller
60: Throttle actuator
70: Brake actuator
80: Speaker
90: Display monitor

Claims (11)

Traveling state detecting means for detecting a traveling state of the own vehicle;
Based on the traveling state of the own vehicle detected by the traveling state detecting means, a constant speed traveling control in which the own vehicle travels at a target vehicle speed, or an interval between vehicles in which the own vehicle follows a preceding vehicle while maintaining a target inter-vehicle distance. Control execution determining means for determining whether or not the following control can be performed;
Accelerator pedal operation state detecting means for detecting an operation amount of an accelerator pedal, and a time during which the operation of the accelerator pedal has been continued after the accelerator pedal is depressed (hereinafter referred to as an accelerator pedal operation continuation time);
When the control execution determining means determines that the constant speed traveling control or the following distance control is executable, the accelerator pedal operation amount detected by the accelerator pedal operation state detecting means and the accelerator pedal operation continuation are detected. Running control means for starting the constant speed running control or the following distance control based on time. The vehicle travel control device according to claim 1,
When the control execution determining unit determines that the constant speed traveling control or the following distance control is executable, the travel control execution unit is configured to set the accelerator pedal operation amount within a predetermined range and to perform the accelerator pedal operation. The vehicle running control device, wherein the constant speed running control or the following distance control is started when the duration is within a predetermined range. The vehicle travel control device according to claim 2,
Further comprising brake pedal operation detecting means for detecting operation of the brake pedal,
The travel control execution means determines that the constant speed travel control or the following distance control is executable by the control execution determination means, the accelerator pedal operation amount is within the predetermined range, and the accelerator pedal operation duration Is within the predetermined range, when the operation of the brake pedal is not detected by the brake operation detection means for a predetermined time after the operation of the accelerator pedal is released, the constant-speed traveling control or the following distance A vehicle travel control device that performs control. The vehicle travel control device according to any one of claims 1 to 3,
The vehicle travel control device, wherein the travel control execution means sets, as the target vehicle speed, the own vehicle speed at the time when the accelerator pedal is released immediately before the detection of the accelerator pedal operation continuation time is started. The vehicle travel control device according to claim 2,
The travel control execution means sets a maximum value and a minimum value of the accelerator pedal operation amount in the predetermined range using a cumulative frequency distribution of the accelerator pedal operation amount, and sets the maximum value and the minimum value of the accelerator pedal operation duration in the predetermined range. A vehicle travel control device, wherein a maximum value and a minimum value are set using the cumulative frequency distribution of the accelerator pedal operation duration. The vehicle travel control device according to claim 2,
The vehicle traveling, wherein the travel control execution means sets the predetermined range of the accelerator pedal operation amount and the predetermined range of the accelerator pedal operation duration so as to suppress a change in the vehicle speed of the host vehicle. Control device. The vehicle travel control device according to claim 6,
The traveling state detecting means detects at least the vehicle speed,
The travel control execution means sets a target engine speed based on the own vehicle speed detected by the travel situation detection means, and the engine speed corresponding to the maximum value of the accelerator pedal operation amount in the predetermined range is set to the target engine speed. A vehicle travel control device, wherein a maximum value of the accelerator pedal operation amount in the predetermined range is set so as not to exceed a target engine speed. The vehicle travel control device according to claim 2,
The vehicle travel control, wherein the travel control execution means sets a maximum value and a minimum value of the accelerator pedal operation amount in the predetermined range based on characteristics of an accelerator pedal operation reaction force with respect to the accelerator pedal operation amount. apparatus. The vehicle travel control device according to any one of claims 1 to 8,
Further comprising a travel control command switch for commanding the constant speed travel control or the following distance control,
The traveling state detecting means detects at least a host vehicle speed and an inter-vehicle distance between the host vehicle and the preceding vehicle,
The control execution determining means executes the constant speed running control or the following distance control based on a command signal from the running control command switch and the own vehicle speed and the following distance detected by the running state detecting means. A vehicle travel control device, which determines whether or not it is possible. The vehicle travel control device according to any one of claims 1 to 9,
A vehicle traveling control device further comprising: a notifying unit that informs a driver that the constant speed traveling control or the following distance control has been started by the traveling control execution unit. Traveling state detecting means for detecting a traveling state of the own vehicle;
Based on the traveling state of the own vehicle detected by the traveling state detecting means, a constant speed traveling control in which the own vehicle travels at a target vehicle speed, or an interval between vehicles in which the own vehicle follows a preceding vehicle while maintaining a target inter-vehicle distance. Control execution determining means for determining whether or not the following control can be performed;
Accelerator pedal operation state detection means for detecting an operation state of the accelerator pedal, and determining whether or not an accelerator pedal operation that is once released, depressed and released again is performed;
When it is determined by the control execution determining means that the constant speed traveling control or the following distance control is executable, and when it is determined by the accelerator pedal operation state detecting means that the accelerator pedal operation is performed, A travel control execution unit for starting the constant speed travel control or the following distance control.

Images